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(No Model.) F SOHAUMAN 2 Sheets-Sheet 1.

ELASTIC RAIL SUPPORT.

No. 328,616. Patented Oct. 20, 1885.

Fig.1

'2 Sheets-Sheet 2.

(No Model.)

I. SGHAUMAN. ELASTIG RAIL SUPPORT.

N0. 328,616. Patented Oct. 20, 1885.

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V Witnesses.- Inveninr:

UNrrnn STATES FA'rENT @FFICE.

FRIDOLF SCHAUMAN, OF COPENHAGEN, DENMARK.

ELASTlC RAlL-SUPPORT.

SPECIFICATION forming part of Letters Patent No. 328,616, dated October 20, 1885.

Application filed December 3, 18: 4. Serial No. 119,721

(No model.) Patented in England December 15, 1883, No. 5,755; in

France December 15, 1883. No. 159,190, and in Belgium December 15, 1883, No. 63,557.

To aZZ whom it may concern:

Be it known that I, Fmnorr SOHAUMAN, a citizen of Sweden, and a resident of Copenhagen, Denmark, have invented certain new and useful Improvements in Elastic RaiLSupports, of which the following is a specification.

The object of my invention is to provide an improved device for fastening railway-rails upon their sleepers which will afford an elastic support to the rail, thereby reducing noise and vibration, prolonging the durability of the rails, track, and rolling-stock, and rendering travel on railroads more agreeable than heretofore.

The invention relates to a spring of steel or other suitable metal, adapted to be fastened upon the sleeper and to support the rail and keep it from lateral displacement. This steel spring I have principally adapted for fastening rails to stone sleepers, such as shown in my patent of the United States No. 279,280, dated June 12, 1883; but it may also be successfully applied to sleepers of iron, wood, or other ma terial, whether placed transversely or longitudinally under the rail.

The invention will be hereinafter described and claimed with reference to the accompanying two sheets of drawings, in which Figures 1 and 2 are plan views of my elastic ra-ilsupport in position, showing the manner of attaching it to the rail, the latter being indicated in dotted lines. Fig. 3 is a vertical section of the rail, its elastic support, and the sleeper, the section being taken on the line 00 x of Fig. 2. Fig. 4 is a plan view of a modification of the same, and showing the rail in dotted lines. Fig. 5 is a section on y y of Fig. 4, showing also the supported rail in section. Figs. 6 and 7 are plan and edge views, respectively, of another modification applied to a rail. Figs. 8 and 9 are plan and edge views, respectively, of a third modification of the same.

A designates the elastic rail-support, b the sleeper, and f the rail. The support A is made preferably, though not necessarily, in one piece, of a plate of spring-steel, and consists of the flaps or lugs a, by which it rests upon and is secured (by spikes or bolts through holes a) to the sleeper, and the inclinedflaps d, which are the springs proper that give elastic support to the rails. The spring-flaps d are provided with upward and inward bent or reverted edges 6, by which they embrace the opposite edges of the rail flange or foot to prevent lateral displacement of the rail. The sleeper shown in Fig. 3 is supposed to be of stone, for which reason, instead of by spikes, the plate A is fastened to the sleeper by bolts and nuts, the bolt-holes going entirely through the sleeper, and the lower end of the bolts being either wedged in the hole or protruding below it, and having a head against the under side of the sleeper, both of which fastening devices are shown in Fig. 3. The fastening lugs or flaps a are arranged either obliquely opposite to each other and directly opposite to the spring-flaps d, as shown in Figs. 1, 2, 3, 4, 5, (in Figs. 4 and 5 one flap being interniediately opposite to two,) or the flaps a are arranged directly opposite to each other intermediate to the springflaps (Z, as shown in Figs. 6, 7, 8, 9. The reverted 0r inward overturned outer flaps or edges, 6, are formed either directly upon the upper or outer ends of the inclines d, as in Figs. 1, 2, 3, or upon a horizontal extension, h, thereof, as in the remaining figures, the said extensions h serving as resting-planes for the rail-foot, with the object of increasing the bearing surface. Otherwise the rail is supported at the edges only upon the upper end of the incline of the spring-flaps d, as in Fig. 3. The horizontal flap a is separated from the adjacent inclined edge of the spring-fiap d by an incision or slit, 0, which, when the platefAXconstructed as in Figs. 2 and 4) is adjusted in position, is at right angles to the rail, but ohlique thereto when constructed as in Fig. 8, and which slit does not appear when the plate A is cut out, as in Fig. 6. The rectangular distance between inner surfaces of ithejopposite clamping edges 0 should of course be the same as or very slightly in excess of the width across the rail-foot, and the distancef'95 IOO tained by beveling or cutting off the corner of the clamping-edge e, as in Figs. 1 and 2. Otherwise (see Figs. 8 and 9) this is not needed.

To show the manner of attaching the plate A, the railf is indicated in outline in Figs. 1 and 2. The plate is first placed under the rail obliquely to it, as in Fig. 1, to allow of entering the rail-foot between the edges 6. It is then turned in the position of Fig. 2 to clamp the opposite edges of the rail-foot, as in Fig. 3, and is then secured to the sleeper, as before stated. To avoid placing the plate obliquely for attaching it to the rail the edge e, at one side of the rail, may be turned up only without being reverted, (as shown at g in Figs. 4 and 5,) and a screw, '5, threaded through it to bear against the rail-flange.

It isevident that the thickness and other dimensions of the steel plate A and the parts thereof must be made in proportion to the greatest weight it is intended to support and to the size of rail used. I

This rail-spring may, if desired, be composed of several separate spring-blades instead of being made in one piece. The ,plate A being fastened to a stiff under layer, an intermediate layer of pasteboard, rubber, wood, or other comparatively soft material may be placed under the same, thereby obtaining the advantage (among others) that the driving on the rails is almost noiseless. The specific constructions shown in Figs. 4 and 6, which are not embraced under the generic features of the device, I reserve for special patent applications.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. A metallic plate, A, adapted to be secured upon a railway-sleeper, and provided with rail-supporting flaps d, having reverted 4o edges to receive the rail-flanges, for the purpose set forth.

2. A metallic plate, A, having fiaps or flanges a, adapted to be secured upon a railway-sleeper, and inclined spring-flaps d, the said spring-flaps being provided with hori-' zontal extensions h, having reverted edges 0, to support and embrace the foot of the rail, substantially as and for the purpose specified.

3. A metallic plate, A, having flaps or flanges (1, adapted to be secured upon a railway-sleeper, and inclined spring-fiaps d, provided with reverted edges obliquely opposite to each otherto embrace opposite edges of the rail-foot, substantially as and for the purpose specified.

4. Ametallic plate, A, having obliquely-opposite lugs or flanges a, adapted to be secured upon a railway-sleeper, and adjacent to the said I FRIDOLF soHAUMAN.

Witnesses:

M. LovETT, A. BANG. 

